Engine-governor attachment.



No. 686,8l4. Patented Nov. l9, l90l.

J. D. LIDDELL.

ENGINE GOVERNOR ATTACHMENT.

(Application filed Feb. 28, 1901.)

F91 H IHIHH J8 19 l m Z- 404A? UNlTED STATES JOHN D. LIDDELL, OFBALTIMORE, MARYLAND, ASSIGNOR OF ON E-HAIXF TO PATE T GEORGE DULL, OFBALTIMORE, MARYLAND.

ENGINE-GOVERNOR ATTACHMENT.

SPECIFICATION forming part of Letters Patent No. 686,814, dated November19, 1901. Application filed February 28, 1901. Serial No. 49,235. (Nomodel.)

To a whom it may concern.-

Be it known that I, JOHN D. LIDDELL, a citizen of the United States,residing at Baltimore, in the State of Maryland, have invented certainnew and useful Improvements in Engine-Governor Attachments, of whichjusting the eccentric to vary the lead of the valves or to reverse thedirection of rotation of the engine.

In the accompanying drawings, which illustrate my invention, Figure 1 isa side view of the governor-wheel of an engine, having my attachmentthereon. Fig. 2 is a section on the line 2 2 of Fig. 3, showing a rearView of the eccentric and the adj ustable collar by which it is attachedto the hub of the wheel. Fig. 3 is a section through the hub of thewheel and through the adjustable collar and eccentric, and Fig. 4 is adetail perspective view showing the arrangement of the levers which lookthe eccentric.

Referring to the drawings, 1 indicates a governor-wheel of asteam-engine, upon opposite radial spokes 2 and3 of which are carried apair of weighted levers 4 and 5, said levers being fulcrumed upon studs6. The shorter arms of the levers are normally drawn outward by springs7 and 8,connected to said arms and to adj Listing-screws 9, suitablymounted upon the wheel. As shown, these adjusting-screws extend throughlugs 10, formed upon the spokes'2 and 3, and said screws are adjustableby means of nuts 11. The weighted end 12 of the'lever 4, as indicatedthereon, is made heavier than the end 13 of the lever 5, so that thelever 4 will tend to move outward by centrifugal force at acomparatively low speed, while the lighter weighted lever 5 will notmove until a higher speed is attained, the tension of the springs andthe lengths of the levers being the same. The same result may beaccomplished by making the levers of different lengths or, with leversof the same length and'weight, by making the tension of the spring 8greater than the tension of the spring 7. The shorter arm of the lever 4is connected to the eccentric 14 by means of alink 15, pivoted to saidarm and to a lug or projection 16 upon the eccentrio. The eccentric issecured by a pivot-pin 17 to a collar 18, adjustably secured upon thehub 19 of the wheel, and said eccentric is formed with an oblong opening20, through which the shafts 21 extend, the arrangement being such thatthe eccentric may be moved from the eccentric position shown to aposition where its perimeter will be concentric with the shaft. Upon theeccentric and diametrically opposite the lug 16 is a smaller lug 22, towhich is attached a link 23 by means of a stud 24, and to said link 23is connected a link 25, the outer end of said latter link being pivotedto a cross-bar 26 between the spokes of the wheel by means of a pivotpin or stud 27, arranged in line with the studs 24 and 28 upon theopposite sides of the eccentric. The shorter arm of the lever 5 isconnected by a link 29 to the pivot-pin 30,whichjoins thelinks 23 and25. Thelinks 23, 25, and 29 thus form a toggle-lever, which when thelinks 23 and 25 are in the same straight line prevents the movement ofthe eccentric, but which when said links are flexed will permit theeccentric to be moved toward the concentric position.

As shown in Fig. 4, the link 23 is made double, the two sides 31 and 32being joined in the center by a cross-piece 33, and the links 25 and 29are pivotally mounted between the two sides of said link 23 upon thestud 30. The lower ends of the sides 31 and 32 extend over the lug 22,to which they are secured by the pin 24, and the link 29, as indicatedby the 90.

reference-figure 34, is cut away, so as not to interfere with the otherlinks of the togglelever. I

The head of the pivot-pin 17, which unites the eccentric with the collarupon the hub of 5 the wheel, is preferably set in flush with the face ofthe eccentric and formed with a socket 35, so that it may be made tightwith a socketwrench. This pin has a shoulder 36, which abuts against thecollar, and the portion beyond this shoulder is threaded and fits into athreaded opening in the collar. A set-screw 37, inserted through theperiphery of the collar, prevents the pivot-pin from turning. The collaris secured to the hub by adjustingscrews 38, and by shifting the collarthe eccentric which is connected thereto may be moved to vary the leadof the valves, or by turning the collar through a half-revolution theeccentric may be properly located to operate the engine in the oppositedirection without necessitating any changes other than the coupling anduncoupling of the governorlinks.

The operation of the governor is as follows: WVhen the engine isstopped, the parts remain in the position shown in full lines in Fig. 1,in which the links 23 and 25 of the toggle-lever are straightened in theline of movement of the eccentric, and the latter is locked therebyagainst movement. When the eccentric is locked in this position, it willbe seen that the lever 4, which is connected to the diametricallyopposite side of the eccentric by the link 15, will also be lockedagainst movement. On account of the difference in the weights of thelevers the lever 4 tends to fly out under the influence of centrifugalforce at a lower speed of the engine-wheel than does the lighter lever5; but it is prevented from moving until said lever 5 moves and flexesthe toggle-levers to which it is connected by the link 29. The weightedlever 5 is proportioned so that it will not move outward sufficiently toflex the toggle-lever until the momentum of the fly-wheel is increasedto such an extentthat the levers will remain extended and not oscillateas the wheel rotates, so as to cause pounding. As soon as thetogglelever becomes flexed by the outward movementof the lever 5 theeccentric is moved by the lever 4, which hasup to this time beenrestrained from movement by the toggle-lever. Thereafter and until it isdesired to stop the engine the eccentric will be operated.

by the lever 4, the function of the lever 5 being mainly to operate thetoggle-lever so as to lock and unlock the eccentric. The position of theparts when the toggle-lever is flexed and the engine running at highspeed is indicated by the dotted lines in Fig. 1. When the engine instopping slows down, the lighter lever 5 is retracted by its spring andstraightens the toggle-lever before the speed has diminished to such anextent as to cause pounding by the oscillation of the parts, and theheavier lever 4 is thus locked against movement while the engine iscoming to a stop.

Instead of weighting the levers difierently it will be evident that thesame result may be accomplished with lovers of the same weight andproportions by making the tension of the spring 8 upon the locking-lever5 greater than the tension of the spring 7, which is connected to thelever 4, which operates the eccentric, or the parts may be otherwiseproportioned and arranged to lock the eccentric and the governing-lever.

The invention may be applied to any form of engine-wheel and to variousforms of governors. It will be understood also that the governingdevices and the locking device may be carried by the shaft upon supportsother than the spokes or web of a fly-wheel or driving-wheel; but I haveherein shown the devices attached to an engine-wheel, that being thepreferred and customary way of mounting engine-governors. I do nottherefore wish to limit myself to the arrangement illustrated in thedrawings.

Having thus described my invention, what I claim, and desire to secureby Letters Patent of the United States, is-

1. The combination with an engine-shaft and a centrifugally-operatedgoverning-lever carried by said shaft, of a locking device arranged toprevent oscillation of said lever when the engine is running at a speedbelow the normal.

2. The combination with an engine-shaft and acentrifugally-operatedgoverning-lever carried by said shaft, of an automaticallyoperatedlocking device adapted to prevent oscillation of said lever when theengine is running at a speed below the normal.

3. The combination with an engine-shaft and a centrifugally-operatedgoverning-lever carried by said shaft, of a centrifugally-operatedlocking device arranged to prevent the oscillation of said lever whenthe engine is running at a speed below the normal.

4. The combination with an engine-shaft and a centrifugally-operatedgoverning-lever carried bysaid shaft, of a toggle-lever adapted whenstraightened to prevent oscillation of said governing-lever, and acentrifugallyoperated locking-lever arranged to flex and straighten saidtoggle-lever.

5. The combination with an engine-shaft and an, eccentric, of acentrifugally -operated governor arranged to move said eccentric, andlocking means for preventing the movement of said governor relatively tothe shaft when the engine is running at a low speed.

6. The combination with an engine-shaft and an eccentric, of acentrifugally-operated governor arranged to shift said eccentric, and a,centrifugally-operated locking device arranged to prevent the operationof the governor when the engine is running at a comparatively low speedand to permit said governor to operate when the engine speed isincreased.

7. The combination with an engine-shaft and an eccentric, of agoverning-lever connected to the eccentric and a centrifugallyoperatedlocking device arranged to prevent the movement of said lever relativelyto the shaft when the engine is running at a comparatively low speed,and to release said lever when the speed of the engine is increased.

8. The combination with an engine-shaft and an eccentric of agoverning-lever pivotally carried by said shaft and arranged to shiftsaid eccentric, a toggle-lever arranged, when straightened, to preventmovement of oted to said wheel and connected to the eccentric, atoggle-lever connected to the opposite side of said eccentric, and acentrifugally-operated device arranged to flex and straighten saidtoggle-lever.

11. The combination with an engine-Wheel and an eccentric, ofagoverning-lever pivoted to said wheel and connected to the eccentric, atoggle-lever connected to the opposite side of said eccentric, and acentrifugally-operated lockinglever pivoted to the wheel and arranged toflex and straighten said toggle-lever.

12. In a steam-engine governor the combination with a wheel, acentrifugally-operated governor arranged thereon, and an eccentricconnected to said governor, of a collar concentric with the shaft towhich said eccentrio is pivoted, said collar being adjustably mounted onthe hub of the wheel.

In testimony whereof I affix my signature in presence of two witnesses.

JOHN D. LIDDELL.

